A second generation BMW M4 CS might be on the way. During an interview with BMW M CEO Frank Van Meel, we learned that the performance division might be considering a second generation of the M4 CS based on the new G82 platform. “We had an M3 CS and M4 CS in the past, and we always said we have this regular competition CS and CSL letter, ” van Meel said. “And we don’t have a CS right now [in the M4 lineup] so there’s still room.”

All-Wheel Drive and Automatic Only

Of course, that’s not a full confirmation of a potential BMW M4 CS, but it’s an indication that a BMW M4 CS is at least in planning stages, if not further than that. The focus in the last few months has been on the BMW M4 CS which is quickly approaching its unveil time. If and when it arrives on the market, the BMW M4 CS will most certainly follow in the footsteps of the G80 M3 CS.

A potential BMW M4 CS would produce around 540 horsepower, which puts it right below the 550 horsepower of the 2023 BMW M4 CSL. Furthermore, a new M4 CS would only be available with the xDrive all-wheel system and automatic gearboxes. Furthermore, the BMW M4 CS will be lighter than the Competition models, thanks to a wide range of standard carbon fiber parts. Just don’t expect the weight savings seen in the M4 CSL, so likely only around 30-40 kilograms lower.

The body kit will also be shared with the G80 M3 CS. We expect a carbon fiber lip and yellow racing lights at the front. Of course, there will most likely be a new set of wheels. In the back, we expect a new carbon fiber spoiler, also specific to CS models. The kidney grille is motorsport-inspired, just like the one on the M4 CSL.

There are no major changes expected inside. Bucket seats are expected in the front with a normal bench in the back. iDrive 8 and a large curved display are also part of the M4 CS package.

Of course, all these additions compared to the competition model will bring a higher price tag as well. Therefore, we expect the BMW M4 CS models to cost at least $90,000 -$100,000 considering that the M4 Competition start in the $70,000 range.

Convertibles have a tendency to overwhelm the car’s experience with wind and exhaust noise. The more powerful the engine and the louder the exhaust, the more extreme the experience feels because none of the sensory inputs are hidden behind a roof. So what must an 800 horsepower BMW M8 Convertible feel like at speed on the Autobahn? In this new video from AutoTopNL, you get to see such a car tackle Germany’s famous unrestricted highway.

The BMW M8 is a monstrously fast car right from the factory. Even with the added weight of the convertible, the BMW M8 simply deletes sections of tarmac once you put your foot down. I promise you, no one has driven an M8 in anger and thought it was slow. However, bumping its 617 horsepower up to 800 horsepower does make a big difference and it does become quite a bit quicker.

Watching the 800 horsepower M8 Convertible drive around with the top down in this video is wild. It’s so violent and so loud that the host of the video keeps apologizing for just how obnoxious it is. He even has to turn the exhaust valves off while passing some horses because the artificial pops and bangs are so loud that they’d scare the horses. I’m all for a loud exhaust but it has to sound good, too. This doesn’t sound good, it just sounds like someone put firecrackers in a metal garbage car and duct taped it to your head. I can’t imagine anyone enjoying that on a regular basis.

The speed, however, I can see owners enjoying. BMW deserves credit for building an incredibly effective and durable engine and drivetrain. Not only can the engine handle 800 horsepower without upgraded internals but the eight-speed ZF auto and the xDrive all-wheel drive system aren’t phased by it. They can both handle the power without breaking and also put it to the wheels without any drama. It’s quite remarkable, actually, to see it accelerate as easily as the stock M8, despite having so much more power.

During the top-speed Autobahn section, the roof was up, unfortunately but I get it. It would have been interesting to see just how fast it could go with the roof down, though, and what that would have been like. However, I can imagine that it would be wildly uncomfortable to do such speeds sans roof. Still, it’s impressive just how fast the big brute is.

BMW will only make 1,000 M4 CSLs for the whole world and one of them is currently on display at the 2022 Essen Motor Show. The Competition Sport Lightweight is finished in Alpine White, one of the just three colors available for the model, but it’s been further customized. Owned by JP Performance, the high-performance coupe is decked out with the M colors to complement the standard Motorsport emblems.

It honestly looks like something BMW would create, especially this year when the M division is celebrating its 50^th anniversary. Look closer and you’ll notice this CSL even has the M colors on the kidney grille’s contour. The matte gray body surfaces blend nicely with the OEM carbon fiber add-ons created specifically for this car. Some would argue the exterior livery is a bit busy, but for an M4 CSL showcar, it does the job of attracting a lot of attention.

Since unveiling the M4 CSL, we’ve seen those special headlights with yellow accents and laser taillights on a new model, the 3.0 CSL. The M4-badged model is closer to the donor car since it lacks the retro-flavored body while having a ducktail spoiler akin to the M3 E46 CSL. In case you haven’t noticed already, the new M4 CSL has red outlines for the logos on the front fenders and tailgate. This theme continues inside for the “CSL” badging.

BMW is far from being done with tweaking the M4 G82 since a hot CS derivative is scheduled to arrive later next year to bridge the gap between the Competition and CSL models. The adoption of iDrive 8 is likely only a matter of time considering the M3 has already made the switch for the 2023 model year. Further down the line, a Life Cycle Impulse will bring styling tweaks to keep the car fresh following a decision to prolong the life cycle until 2027.

We should get an idea of what to expect from the M4 CS at the beginning of next year when BMW is planning to introduce the M3 CS.

Source: FCars / YouTube

The 2022 Essen Motor Show will be closing its doors in a week from today, December 12, which gives you plenty of time to check out BMW’s tricked-out models displayed at Europe’s SEMA. While the new M2 and M3 Touring are the main attractions of the event, there are other vehicles fitted with the full arsenal of M Performance Parts. There’s even a 330e Sedan LCI in Verde Mantis, and this, an i4 M50.

The electric gran coupe also wears an Individual paint by having an attractive Tanzanite Blue finish complemented by carbon fiber exterior accents. The front spoiler lip and tailgate-mounted spoiler are made from the lightweight material, and so are the side mirror caps and rear diffuser. BMW even covered the shark fin antenna in carbon fiber, along with the air inlet trims at the front and the rear apron.

The i4 M50 wears a side decal in Frozen Black and sits on optional diamond-cut 20-inch alloy wheels (868 M) with a Night Gold and Black finish. The vintage Motorsport emblems have replaced the regular BMW roundels as a final reminder the M division celebrates its 50^th anniversary in 2022. The “world’s most powerful letter” also adorns the valve stem caps while “M Performance Parts” stickers are noticeable on the upper part of the windshield and rear glass.

Much like the other BMWs on display at the ongoing Essen Motor Show, the EV also comes with an assortment of interior upgrades. They’re noticeable from the moment you open the door and discover the carbon fiber sill plates proudly carrying the M Performance lettering. The logo has also been applied onto the Alcantara-wrapped central armrest where there’s also decorative stitching in the M colors.

Compared to a regular i4 M50, the showcar has an M Performance steering wheel with a carbon spoke, Alcantara on the sides, and contrasting stitching in the three well-known color. The gear lever has carbon fiber inserts to go along with the other trim pieces on the inside made from the same durable material.

BMW also has a conventionally powered 4 Series at the show, an M4 Competition Coupe painted in Purple Silk and fitted with M Performance Parts.

Source: BMW

The 602-hp GT is the final sendoff to the mid-engine Audi R8 and I wanted to test it before it bows out. The R8 might not have a BMW counterpart, but it will certainly go down in history as one of the most iconic cars in the world. The V10-powered R8 has been on sale since 2006 and Audi already confirmed that it will be replaced by a fully electric model.

Starting the story about the latest iteration of the charismatic model which lives at Audi’s top of the food chain is more difficult than I thought. Mainly because the Audi R8 has been part of my personal journey throughout the world of automotive journalism. Ever since I started to write about cars, the Audi R8 had a fascinating impact on me. Mainly because it was the most approachable supercar that was within reach when I returned an S5 Convertible or a new TDI-powered A3. The R8 was always there in the same press parking garage waiting for that moment I could give it a GO, which in the end happened quite often the past 15 years.

The R8 is therefore not new to me, however the last time that I drove one was four years ago in Dubai, and we had two cars; the R8 V10 Spyder and the RWS, a limited edition rear-wheel-drive version which had its front-wheel drivetrain removed. Only 999 units would ever be made. Earlier this year, I was handed the keys for two weeks.

Not your average specification though, the Germans parked a Coupe variant in front of my door dressed in an individual paint finish combining a Nardo Grey matte effect with side blades in Vegas yellow. Inside, the bucket seats were dressed in fine jet grey/black perforated Nappa leather, with stitching in Calendula yellow as well as air vents and decorative inlays in Vegas yellow fitting the outside color details.

Performance details

As many you may know, the Audi R8 and its fabulous naturally-aspirated V10 are on borrowed time. The supercar is on its way out and with the release of the new farewell model, the R8 GT, we are going to say goodbye to the R8 in the next 1-1.5 years. You could say this story is even a bit of a farewell to the storyline I had with the supercar which changed Audi’s sporty image forever.

But before we are going to contemplate about Audi’s upcoming all-electric replacement, let’s talk cylinders and displacement. The RWD Performance offers 30 horsepower more than its none performance version and has 10 Nm of torque more. The vehicle is 50 hp and 30 Nm down on the Quattro variant, which is also 60 kilograms heavier (80 kg when you have the Spyder). The top speed is set at 329 km/h (204 mph), which is slightly lower than the 4WD variant. A sprint from zero to 100kmh goes in 3.7 seconds which is considerably slower than its Quattro counterpart which needs 3.1 seconds.

All nothing to be ashamed about, but while driving you notice the absence of the additional punch from the Quattro model. The RWD is truly a different animal and shows this in its own right. There are a few noticeable differences such as the 19-inch wheels, steel brakes and body coloured ‘side blade’ air intakes, where the Performance quattro gets 20-inchers, carbon-ceramics and dark exterior trim as standard. My test car came with the 20-inch five-spoke V-design Evo wheels in anthracite black.

Driving dynamics

Jumping behind the wheel lets you experience it’s unique character. A level of driving dynamics not often found anymore in the current age of turbocharged sports and supercars. The Audi lacks low-down, or even mid-range, torque. You really need to work the car and decide which gear to select via the cheap-looking paddle shifters before you eventually floor the throttle. It is not as easy to get its full potential, you need to think and work, which feels immensely old school and not reminiscent of what you would expect in this day and age.

The story continues when you take on the steering and attack some corners. The back-to-basics dynamics shine through the steering feel. Audi’s Dynamic Steering was fitted to the R8 RWD, and it felt oddly out of place requiring you to turn in sooner than you were normally intending to do. The additional lock provided some kind of disconnect with the car, which could be my personal feeling of having experienced similar Italian versions from Sant’Agata Bolognese, which are able to provide a better connection with the driver or previous encounters with the older versions of the R8 which felt more natural.

The ride is firm, but never uncomfortable on decent roads. In the end, it is still a supercar, although adaptive dampers would have been a wonderful addition. The vehicle is definitely more lively than its Quattro counterpart, but it is not more dynamic. In many ways the absence of the driven front wheels takes something away I so loved from the R8. Not that the difference is night and day, but for those familiar with the true nature and heritage of the R-model will understand what I mean when I say that a RWD R8 doesn’t really feel familiar Audi.

Compelling package

All in all, I won’t deny that the Audi R8 V10 Performance RWD is still a compelling package. Especially if you look at the current market space where there aren’t that many new supercars within the same price bracket as this R8. For those considering the supercar from Ingolstadt, you need to look at it from a different perspective where the old-fashioned nature of the car is able to overload you with a combination of its brilliant sound track, the mechanical identity of its limited-slip diff and the fact that you don’t have those adaptive dampers. Almost a unicorn in the current world where you can alter anything fit the flick of a switch.

All of this absence and simplicity make the R8 Performance RWD so interesting and easy to drive with linear performance delivered straight and true. The car feels small around you within its sensible dimensions. It shows familiarity throughout the cabin with switches we have seen before, menu interfaces which require a moment to think and buttons on the steering wheel which let you select the performance modes and open up the exhaust. It is a shame that all the characteristic pops & bangs have been muted due to emission and noise legislations in Europe.

Goodbye Audi R8

The everyday supercar is what we know the Audi R8 for, and this R8 V10 Performance RWD model is nothing other than that. The new model fits well within a long history of Audi supercars, and lets us still taste the sheer loveliness of a natural aspirated V10 engine mid-mounted behind your ears.

It’s a wonderful choice for those of you drivers who want to enjoy their supercar every day of the week, and who are connected to the heritage of a model and its powertrain which will leave our shores soon never to return again. So maybe not everyone’s current cup of tea, but definitely one that will be sorely missed next year. Goodbye Audi R8, it has been a wonderful ride…

[Photos by instagram.com/msck64]

Looking forward, BMW will begin to roll out its all-solid-state battery in 2030. The company says this move will increase the energy density by another 20 per cent. The plan is to have a demonstration vehicle using the all-solid-state technology out before 2025.BMW recently announced many innovations surrounding its sixth-generation battery technology. Gen6 offers a lot more range and power than the current, Gen5 batteries, the result of many different advancements. From adopting a new cell structure to changing how the chassis integrates with the battery, BMW continues to rush headlong into the next generation of electrification.

Is it a Step Up?

 In short, yes. The fifth-generation battery pack was a massive step forward over previous iterations, offering a 20% increase in density. Incredibly, the battery was also smaller and lighter and offered significantly more range than the outgoing battery. The newest Gen6 battery promises similarly impressive movement. It, too, is smaller and lighter, and BMW claims a 20% increase in density and a 30% increase in range.

Maybe even more fascinating is that BMW claims their batteries aren’t even trying that hard. They could push the density higher or increase (or decrease) the power. But there are other considerations at hand, such as cooling and heat generation. Hypothetically, BMW places the range ceiling at around 1,000 kilometers – roughly 621 miles.

But we might not see that kind of range from the Neue Klasse. During a presentation in Munich, Dr. Simon Erhard, one of the lead engineers behind Gen 6 battery tech development, says that there is no ceiling per se, but  “if you want to have it very reliable, high quality, safe and so on…I think that range is going down to 800 to 900 kilometers [WLTP].”

These figures are much more in line with a 30% increase in range from current Gen5 batteries. Still, around 500 miles of electric range sounds very enticing. Moreover, it should place the Neue Klasse, the first model to receive Gen6 batteries, in direct competition with the current industry high-flyer, the Lucid Air.

Is this range reasonable and enough even for customers demanding top ranges? “Whether it’s reasonable or not, it’s a different discussion, but those customers are there,” Erhard told us. “You will have to have this big electric volume push to deliver on all of those needs.”

Optimization of the Gen6 Battery

One of the biggest changes Gen6 battery tech introduces is that it’s essentially built into the chassis. Using “pack-to-chassis” design, BMW has reduced charging times by as much as 30%, thanks also to the use of a new 800-volt architecture. This design does away with the modules that formerly held cells. Since the cells are now being mounted directly into the battery pack, BMW is saving weight, cost, and a significant amount of material.

While there are big changes in how BMW implements the battery, there are also some nuances to what BMW implements in the battery. Gen6 batteries take advantage of cylindrical cells – you may know them from Tesla, Lucid, and Rivian fame. Many of the steps forward from Gen5 are a direct result of switching over to cylindrical cells. BMW formerly used prismatic cells, which are larger than cylindrical cells. The smaller cylindrical cells allow for more of them to be packaged together, hence, greater amounts of power.

The sixth-generation battery cells come in two sizes. Both are 46 millimeter in diameter, but the 120-mm tall cells are reserved for crossovers while the 95-mm cells work for smaller vehicles. Another benefit of the sixth-generation battery packs is cutting down on materials and cost. The new battery pack produces 60 percent less CO2 from raw material to the final pack.

Erhard also mentions another positive of using these type of cells: better prevention of thermal runaway propagation between cells.

Solid State Batteries

BMW also continues pushing forward with their development plans of solid state batteries. Erhard says that BMW will begin rolling them out by 2030 bringing an increase in energy density by another 20 percent. When asked whether high-performance cars would better take advantage of solid state batteries, Erhard says that in high-power applications is more about how do you handle cooling than the cell type itself. He adds that as an engineer, not much is changing from a Gen6 to a solid state battery for example, the mai challenge remains how to handle the heat.

Sounds Great! When Do We See the Gen6 Battery in Action?

BMW’s sixth-generation EV powertrain debuts with the Neue Klasse, set to begin production in 2025. Realistic projections place US deliveries sometime during 2026, and based on iX and i4 production, that sounds roughly accurate. However, there are mixed signals regarding power delivery – expect between 250 and over 1,000 horsepower. We still need to learn a bit more about the Neue Klasse and Gen6 batteries, but one thing seems certain: BMW doesn’t plan on losing the electric vehicle arms race.

There’s a lot to see this weekend at the 2022 Essen Motor Show where BMW has brought a whole fleet of high-specification cars. This 3 Series Sedan LCI is no exception as aside from having an Individual paint it also wears quite a few M Performance Parts. We’re dealing with a 330e plug-in hybrid finished in Verde Mantis combined with the extended Shadowline treatment that blacks out certain exterior details.

BMW’s decision to go for a 330e to showcase the M Performance Parts is quite strange as the Munich-based automaker tends to prefer the M3 or at least an M340i to highlight these extra goodies. Not that we’re complaining as the electrified sedan is a nice change of pace from the six-cylinder models the Bavarians usually prefer to put the spotlight on at auto shows.

A rear-wheel-drive version of the PHEV, the 330e rides on 19-inch lightweight wheels (898 M design) with a Y-spoke layout and prominent “M Performance” branding. Behind the shiny alloys are upgraded brakes with M-branded red brake calipers, while the regular BMW roundels have made way for the classic Motorsport logos to celebrate 50 years of M.

The numerous carbon fiber accents inside and out corroborated with Alcantara touches and all the other upgrades we mentioned can be had for an astronomical price tag. While the standard 330e without xDrive kicks off at €58,300, this showcar from Essen costs more than double. At a whopping €119,613, it’s nearly as expensive as an M5.

Attending the 2022 Essen Motor Show are other special BMWs with M Performance Parts, including an M135i Urban Green, an M3 Touring Riviera Blue, and an M4 Purple Silk. AC Schnitzer’s faux police car based on the i4 M50 is also there, along with the M3 Touring MotoGP Safety Car. Of course, the M4 CSL couldn’t miss the show.

Source: Bimmer Today

Buying an E53 BMW X5 is always a bit of a gamble. While great looking and lovely to drive, the E53 X5 was always a bit of a reliability nightmare, especially if you bought the V8. So that’s exactly what Carwow’s Mat Watson did. He drive an E53 X5 with the 4.4-liter V8 engine for a recent video and liked it so much that he decided to buy one, despite its reputation for poor reliability.

In this video, Watson decided to take his new X5 to a BMW specialist shop, to have them give his car a once over to see just how reliable it’s been over its many years. Watson and a longtime BMW specialist go through the entire car; its exterior, its interior, its mechanical components, and they even go for a drive. Then, after they check everything over, and each section gets a score out of ten, Watson gets an estimate of what it would cost to make it perfect.

Starting with the outside, the Watson’s X5 isn’t actually in bad shape, considering it’s 20 years old and he only paid £2,700 for it. Sure, there are some paint issues, like the rear bumper that looks like it was repainted with spray paint, but it’s mostly pretty good. And it has shockingly little rust, if any at all, which is a common problem for E53s.

The inside was also in good shape, with no major issues to speak of. It wasn’t perfect, of course, but for a car of its age and with 130,000 miles, it’s in damn good shape inside. The only annoyance was the aftermarket speaker that someone screwed into the footwell. Hopefully Watson took that out. Aside from that, though, everything was in order and it even has a full-size spare wheel with the cleverest spare wheel removal assist I’ve ever seen. I never knew E53s had that and it’s genius.

Mechanically, it wasn’t perfect, though. None of its issues were frightening but it certainly needed some work. Those issues were also confirmed by the test drive they took together. After it was all looked over, the specialist gave Watson a price, one that was shockingly high but potentially still worth doing. If you own an E53 X5, or are thinking of buying one, check this video out because it can teach you what goes wrong and how much it will cost to fix, giving you the best information possible.

Nearly 15 years have passed since BMW unveiled the M1 Hommage, a tribute to the company’s very first concept car – the 1972 Turbo. While the latter went on to inspire the mid-engined M1 supercar, the Hommage never saw the light of production day. Some design cues did rub off onto the i8, but the plug-in hybrid sports car did not match the concept’s excitement.

Some of us had hoped 2022 would be the year when BMW M’s 50^th anniversary would serve as the perfect opportunity to introduce a new performance vehicle with the engine behind the seats. Unfortunately, plans for a production version of the 2019 Vision M Next were aborted, so an M1-like car didn’t happen. Instead, the XM is seen by the folks from Munich as the new flagship. The modern-day 3.0 CSL is unquestionably a special car, but it’s still an M4 at the end of the day.

Speaking of Bavaria’s capital, the BMW Museum located near the Olympiapark served as the stage for BMW Group Classic’s Christmas video. Perhaps rather unexpectedly, it features the M1 Hommage, which turns out to be a little girl’s favorite car of all the models showcased within the building. In an ideal scenario, the video would’ve ended with a teaser of an actual production car, but that’s sadly not the case.

It should be noted BMW didn’t have any plans to launch a production version of the M1 Hommage since the car was conceived purely as a design study. Penned by Chris Bangle and Adrian van Hooydonk, the one-off painted in Liquid Orange didn’t even have an engine. That being said, BMW mentioned a hypothetical road car would’ve received either a V8 or the M5 E60’s naturally aspirated 5.0-liter V10.

With automakers gradually sunsetting the internal combustion engine because of increasingly stringent emissions regulations, it’s perhaps too late for a dedicated supercar with a pure ICE setup. We wouldn’t hold our breath for a plug-in hybrid model either what with the M Vision Next being axed, so realistically speaking, there is a higher possibility an EV will serve as a spiritual successor of the M1.

BMW M has already said it has the technology for a quad-motor machine with over 1,360 horsepower, but without saying with certainty an actual electric supercar is in the works. The wait continues…

Source: BMW Group Classic / YouTube

BMW has long considered hydrogen-powered vehicles as an alternative to gas-powered ones. And despite conventional leanings towards electrification, BMW continues to invest in alternatives. They’re not alone – BMW has cooperated with Toyota since early 2013 to pursue greener pastures. Today, BMW announced the beginning of small-series production of its BMW iX5 Hydrogen model. Offering similar efficiency and performance as a comparable PHEV, the iX5 Hydrogen’s production marks a historic landmark for BMW and hydrogen-fueled vehicles.

But this is not BMW’s first foray into the world of hydrogen cars. In 2006 they built the Hydrogen 7, another small series of cars. In case you don’t remember, the E65/66 7 Series had a version that used hydrogen instead of petrol or diesel to get around. It was only built in 100 units and was presented as a sort of experiment to the public, to show that hydrogen can be really be used on passenger cars. The remarkable thing about this vehicle was that it was actually using an internal combustion engine that burned hydrogen instead of getting energy from it via fuel cells.

The Hydrogen 7 was based on the 760Li model and featured two tanks: one for hydrogen and one for gasoline. The 6-liter V12 engine under the hood was modified so that it could use both fuels. Unfortunately, the efficiency the car had on hydrogen was extremely low, returning about 5.6 mpg (50 l/100km) on average, mostly due to the difference in energy density between petrol and hydrogen. The hydrogen range was also fairly low, around 80 kilometers.

In 2013, BMW partnered with Toyota to create the next generation of hydrogen cars – this time using a fuel-cell technology. In 2015, BMW showcased a 5 Series Gran Turismo with a fuel-cell which offered enough space for the large hydrogen tanks. An experimental BMW i8 Hydrogen was also built, but no one outside BMW had a chance to drive it.

Production of the BMW iX5 Hydrogen

Today, BMW is ready to introduce another small fleet of hydrogen car – this time based on the popular BMW X5. Don’t overthink it – Plant Spartanburg in South Carolina is still responsible for most of the world’s X5 supply. That being the case, the platform of the iX5 Hydrogen still takes place there before being shipped to Munich to receive two hydrogen tanks fitted in the center tunnel and under the rear seat. It receives the same fifth-generation BMW eDrive electric motor mounted in the rear axle that regular production plug-in hybrid and electric BMW vehicles receive.

Though it shares a chassis and some parts with more pedestrian X5 models, the iX5 Hydrogen features many parts you won’t find on any other model. Many of these parts are 3D printed at the Additive Manufacturing Campus in Oberschleissheim near Munich. Other components, like the fuel cell systems, are manufactured in Garching. But the actual fuel cells come directly from Japan. They are only a few millimeters thick and they consist of electrodes and an electrolyte. Next, the hydrogen is broken down into two electrons and two protons. Water is then formed from protons, electrons and ambient oxygen. In the next step, the fuel cells convert the chemical energy of water synthesis into electricity and heat.

BMW showcased this process in an assembly hall in Garching. This is also where the fuel cells go through a test station before being put into a stack. With the cell plates sitting on top of each other, a press pushes down to compress them to about 20 percent of its original height. Worried about damaging the fuel cell? Don’t fret, BMW has a solution for that. The actual press machine pushes down on the seals surrounding each cell.

With the fuel cell stack complete, it is now ready for the next assembly phase. An engineer adds all the ancillary units (like an electric turbocharger), cables and hoses. A first change of hydrogen activates the stack and it is now ready to be transported to the FIZ Research Center in Munich where the marriages with the BMW X5 body takes place.

In Spartanburg, like a regular BMW vehicle, the newest hydrogen-powered SAV goes through the body shop, paint booth, and assembly process. Finally, technicians inspect the vehicle before it undergoes a regiment of operational checks at the BMW test center.

Power and Performance of the iX5 Hydrogen

Powering the iX5 Hydrogen is an electric motor and battery, mated to a fuel cell and two hydrogen tanks. The system’s combined output is a claimed 374 horsepower, and BMW says it’ll make the sprint from zero to 60 mph in under seven seconds. BMW didn’t disclose a specific weight, only stipulating that the vehicle weighs approximately the same as a comparable PHEV and less than a comparable BEV. The 2022 X5 xDr45e tips the scales at around 5,600 pounds, so it’s fair to assume its hydrogen-powered counterpart isn’t exactly a featherweight.

The range for the vehicle is estimated to be just 310 miles. That’s a bit less than the X5 xDrive45e, which can return up to 400 miles of range. BMW says the iX5 Hydrogen will pull all the way to 118 mph, which would probably leave US drivers bewildered and wondering why they paid for the full speedometer if they only get to use half. But I’ve digressed.

Why It’s Important

Frank Weber, a member of the board of management of BMW AG, has a lot to say about hydrogen-powered vehicles. “Hydrogen is a versatile energy source that has a key role to play as we progress towards climate neutrality,” he says. He thinks hydrogen will significantly increase in popularity, emphasizing the importance of pairing electric drive systems with sensible renewable fuels like hydrogen. More importantly, he notes that fuel cells don’t deplete reserves of raw materials like lithium and nickel, unlike batteries.

Mr. Weber makes a good point, considering over forty countries worldwide currently have a hydrogen-based power strategy in place. Hydrogen stations worldwide increased by 27% from 2020 to 2021. Hydrogen is greener than sourcing batteries, and relying on only one technology simply creates new dependencies. BMW insists that combining electrification with hydrogen is a more sustainable and greener approach.

Furthermore, the iX5 Hydrogen is one of the best illustrations of the BMW iFACTORY production plan. Small-scale production is one of the biggest hurdles a major OEM can face, especially when combining three different powertrains. It can be costly and technically demanding, but apparently, BMW isn’t breaking a sweat.

That’s good news, too, because the hydrogen-powered vehicle space might get much more crowded in the future. Honda has officially announced a hydrogen-powered CR-V, and Toyota and Hyundai both have hydrogen options in the US market. So if a hydrogen revolution is on the horizon, BMW won’t be far behind the competition.

BMW has never truly had a Range Rover competitor. The new BMW X7 is close, as it offers similar seating and similar levels of luxury but it lacks the Range Rover’s off-road prowess and it trades some of the Range Rover’s opulence for a bit of sportiness. However, the two cars are close than ever, now that the Range Rover P530 actually uses a BMW engine. So which one is better?

In this new video from Piston Heads, we get to see the two cars go head-to-head to see which BMW V8-powered luxury SUV is best overall. What’s interesting is that, despite both having BMW V8s that belong in M Performance cars, the BWM X7 M60i and Range Rover P530 use different engines. The Bimmer gets BMW’s latest S68 engine, while the Range Rover used BMW’s old N63 engine. They’re both 4.4-liter twin-turbo V8s, and they both make the same power, but they’re different engines. BMW’s is more efficient, produces fewer emissions, and is even a mild hybrid.

Despite having similar engines and being closer than ever before, the BMW X7 M60i and Range Rover P530 couldn’t feel more different on the road. The Range Rover is softer, more relaxed, and feels more premium. Its interior looks better and it feels more luxurious. It also rides better and is quieter inside. However, the BMW X7 M60i is a big sharper to drive, with more engaging steering and more athletic handling. But does that make it a better luxury car?

It doesn’t seem so. Not only is the interior of the Range Rover nicer, Piston Heads’ Features Editor and video host John Howell seems to think that its cabin tech is actually better. For years, BMW’s iDrive has crushed the touchscreen infotainment systems from Jaguar Land Rover. However, with iDrive 8’s switch to mostly touch functions, it’s become more confusing and annoying to use than the newest Range Rover system. Which is shocking.

For the money, though, which cars is the better all-around luxury SUV? Is it the luxurious Range Rover or the sporty BMW X7 M60i? Find out in this new video.

The BMW M135i isn’t the enthusiast’s darling it used to be. After switching to a front-drive chassis, the little 1 Series hatchback lost some of its magic. However, it’s still a high-performance hot-hatch that works well in everyday life, so it’s still a popular customer car. And if those customers want a bit of extra spice on their car, they can check out these M Performance parts seen at the 2022 Essen Motor Show.

Just because the M135i is a front-wheel drive-based hot-hatch doesn’t mean it can’t be quirky and interesting. This one wears a very cool Urban Green exterior paint color and is fulled decked out in carbon fiber M Performance parts.

Interestingly, BMW gave the M135i some very cool raw carbon parts, which looks more exotic than typical carbon fiber. The fibers seem very scattered and chaotic, which give sit a stylish look that feels special. It’s still polished and premium looking but it’s not the usual neat carbon look. That look isn’t on every part, though, just the rear diffuser and side mirrors. The roof spoiler, side skirts, front canards, and lower front lip are all pretty typical carbon fiber.

On the inside, it get an M Performance steering wheel, which has Alcantara sides and a 12 o’clock stripe. It also gets an Alcantara armrest with M Performance colored stripes and stitching. But otherwise it’s not too much different.

This car also sits on new wheels, which are available in a variety of different colors, including black and gold. These are obviously black and they look good in contrast with the flat green paint.

Under the hood, the BMW M135i is unchanged. That means its 2.0-liter turbocharged four-cylinder engine makes 302 horsepower and 332 lb-ft of torque and is paired to an Aisin eight-speed automatic. Being an M135i, and not a lesser 1 Series model, all-wheel drive is standard, so there’s no front-wheel drive version of the car. However, some enthusiast actually prefer the front-wheel drive BMW 128ti, which is lighter and more enthusiast-driven, thanks to its simpler drivetrain, lower power output, and a greater emphasis on handling. However, if you want the power and performance of the M135i, you know that it can be made it look more exciting thanks to these M Performance parts.

[Source: BimmerToday]

Now that the BMW M2 is here, and customers are placing their orders, many future owners will be looking very closely at the M Performance Parts catalog. There are plenty of reasons to go with BMW’s factory M Performance Parts over traditional tuning companies and they’re becoming more and more popular every year. So it makes sense that the M Performance catalog is expanding and featuring more interesting parts, as seen on the M2 at the 2022 Essen Motor Show.

By now, you’ve likely already seen BMW’s M Performance-covered M2. It’s a promotional car that’s been making its media rounds for months. It features a unique orange wrap and just about every M Performance part you can get. So if you want to essentially see the catalog come to life, check out these live photos from the Essen Motor Show.

There are plenty of interesting M Performance parts for the new BMW M2. The first ones you notice are the carbon fiber aero bits, such as the large fixed rear wing, the front splitter, the side skirts, and the front fender strakes. There’s also a rear diffuser, which houses a new M Performance exhaust. That exhaust features a new exhaust pipe arrangement,  which its quad pipes stacked sort of triangularly in the center of the rear bumper, rather than having two adjacent pipes flanking the sides of the bumper, as per usual. It’s a design many enthusiasts are unsure about but, if you’re choosing to add this exhaust, you clearly like the design.

As expected, there are some mechanical upgrades as well, such as a coilover suspension, that lowers the ride height and increases handling performance. The suspension is manually adjustable and owners can play with the ride height, as well as the feel, of the coilovers.

However, the biggest news from the M Performance Parts catalog is BMW’s new center-locking wheels. Center-locking wheels have just one central lug that holds the wheel on, which is what race cars use for quick pit stop wheel changes. Do road cars need center-locking wheels? Of course not but it’s cool. Plus, Porsche has been using them on its GT cars for years and customers love how cool they are, so it’s fun that BMW is now offering them too.

If you’re thinking about ordering a BMW M2 but don’t know if you want any M Performance Parts, check out these photos to see what they look like in the flesh. [Photos: Jonas for Bimmertoday]

After the groundbreaking Hydrogen 7 from the mid-2000s, BMW is once again making a hydrogen-fueled vehicle. This one too will be short-lived as the iX5 will have a limited production run by serving as a technological demonstrator and the cars will be deployed in certain cities from next spring. Unlike the fullsize sedan from nearly two decades ago with its mighty V12 engine, the iX5 is an SUV with a fuel cell.

The vehicles are shipped from Plant Spartanburg where BMW USA assembles all of its SUVs from X3 through X7 and the newly added XM. After the iX5 arrives at the company’s pilot plant at the Research and Innovation Centre in Munich, it receives a bespoke floor assembly in the body shop. This change is necessary to accommodate two six-kilogram CFRP hydrogen tanks embedded into the center tunnel and below the rear seats.

The rear-mounted electric motor is a fifth-generation eDrive unit found in the BMW’s current crop of plug-in hybrid and EV models. During the assembly stage, the standard product parts are installed together with the components specifically developed for the iX5. Fuel cell systems are mounted in place of the combustion engine, and some of the tailor-made components were produced using 3D printing.

The start of production follows an announcement made at the end of August when BMW started producing the iX5’s necessary fuel cells. As a refresher, the zero-emission SUV offers a maximum output of 374 horsepower (275 kilowatts). The drive system uses hydrogen as fuel by converting it into electricity in a fuel cell to deliver a continuous electrical output of 170 hp (125 kW). As with the Toyota Mirai, the only emission is water vapor.

The iX5 is not a one-time affair as company chairman Oliver Zipse recently promised a “viable product from BMW with hydrogen” is slated to arrive by the end of the decade.

Source: BMW

Right off the bat, we should point out this isn’t a police car in the truest sense of the meaning. Instead, the BMW i4 has been modified by AC Schnitzer for the “Tune It! Safe!” initiative. Supported by the Federal Ministry of Transport and Digital Infrastructure Germany, it’s a nationwide campaign that puts the spotlight on modifying cars in a safe way while fully respecting regulations.

For the eighth time, AC Schnitzer is a promoter of the initiative by preparing a customized version of BMW’s electric gran tourer. On display at the 2022 Essen Motor Show, the tricked-out i4 boasts a police car signaling system from Hella and a Foliatec wrap to mimic the look of an actual vehicle used by the German authorities.

The Aachen-based tuner decided to go with the sportier M50 and change its wheels for a custom 20-inch set with Hankook Ventus S1 evo 3 tires measuring 255/35 R20 front and 265/35 R20 rear. AC Schnitzer lowered the i4’s suspension by 25 millimeters (one inch) at both axles by fitting an aftermarket spring kit. A comprehensive aerodynamic package encompasses a beefier front spoiler with an added splitter and canards.

Moving at the back, the BMW i4 M50 “police car” has a carbon spoiler on the tailgate along with a plastic roof edge spoiler. Interestingly, AC Schnitzer fitted winglets on the rear fenders, above the taillights, to create a visual connection with the spoiler. A rear skirt protection film rounds off the changes on the outside.

The changes on the inside are limited to the tuner’s aluminum pedal set with footrest, along with a custom cover for the iDrive controller and keyholder made from the same material.

BMW has its own fleet of modified cars on display at the Essen Motor Show, all featuring the full catalog of M Performance Parts. Relevant examples include the M2 G87, M3 Touring, and an M4 Competition Coupe. The M240i Coupe is attending the show as well on BMW’s behalf, sharing the spotlight with AC Schnitzer’s modded variant.

Source: AC Schnitzer

Configuring the M4 G82 can turn out to be an extremely lengthy process since BMW offers extensive customization options to spec your ideal performance coupe. Those looking for a shouty build might take inspiration from this eye-catching specification of a Competition model with rear-wheel drive. Painted in Fire Orange akin to the M3 E92 Lime Rock Park Edition, the high-spec version has the recently introduced black M decals on the hood and trunk lid.

The eccentric M4 displayed at the Autohaus Matthes Group in Suhl, Germany has been fitted with an assortment of M Performance Parts. The most obvious upgrade is at the back where the aggressive carbon fiber diffuser hosts the optional center-mounted quad exhaust tips. The same lightweight material has been used extensively throughout the exterior, including for the front splitter and side skirt attachments.

The vibrant color has a correspondent on the inside where the car has been configured with the full Merino leather upholstery in Kyalami Orange with black accents. Those 50 years of M anniversary emblems we saw on the outside are not carried over inside, but that should be fairly easy to sort out. Also missing are the Alcantara upgrades available via the M Performance Parts catalog.

While the 3 Series range has transitioned to the Operating System 8, that is not the case with the 4 Series (except for the i4). It should happen in the foreseeable future, but we’re sure some would rather have the “old” setup without the two screens sticking out from the dashboard. With the latest iDrive infotainment, you also lose the physical controls for the climate settings.

Reports state both the M3 and M4 will receive a fully fledged Life Cycle Impulse to keep the products fresh and competitive after BMW’s decision to prolong their life cycles until 2027. In the meantime, a CS derivative is planned for both body styles, with the sedan getting it first early next year.

Source: Bimmer Today

The perspective we have on a car’s design changes over years and the 7 Series is a good example of how we see some vehicles through different eyes. When the sixth-generation model received a facelift in 2019, more than a few people complained about the size of the kidney grille. Over the years, we’ve learned to live with it, and after the latest 7er made its debut with a striking design, its predecessor no longer looks all that controversial.

A new video shot on an unrestricted section of the Autobahn shows the recently retired G11 (standard wheelbase) being put through its paces for a series of acceleration tests. We’re dealing with a variation of BMW’s flagship no longer available in Europe, the 750i. Not only has the new G70 lost its mighty V12-powered M760i performance derivative, but also the eight-cylinder mill on the Old Continent.

With this being the facelifted version, it has a more powerful version of the twin-turbo V8. The 4.4-liter engine was massaged for the LCI to extract an additional 80 hp (60 kW) and 100 Nm (74 lb-ft) of torque. It was a major overhaul for the eight-cylinder engine as BMW worked on everything from the crankcase to the engine management, lifting output to 530 hp (390 kW) and 750 Nm (551 lb-ft).

The 2020 750i xDrive needed just 3.93 seconds to reach 62 mph (100 km/h) from a standstill, thus making it a tad quicker than the 4.0-second sprint quoted by BMW. It’s an impressive performance considering the fullsize luxobarge weighs about two metric tons (4,400 pounds) and has a good ol’ V8 rather than an electric setup with instant torque.

A subsequent 0 to 124 mph (200 km/h) run was achieved in 13.87 seconds and the quarter mile took just 11.97 seconds, following a 62 to 124 mph (100 to 200 km/h) sprint in 9.88 seconds. The BMW 750i LCI needed 18.86 seconds to complete the half-mile course, doing 0 to 155 mph (250 km/h) in 24.15 seconds while the 124 to 155 mph (200 to 250 km/h) journey took 10.28 seconds.

Later on, the luxury sedan was put through its paces once again in the 62-124 mph (100-200 km/h) sprint, managing to drop the time to 9.0 seconds. BMW fitted the 750i xDrive LCI with a flap-controlled M Sport exhaust, hence why the V8 sounds a bit more exciting than usual. The car also received an electronic top speed limiter programmed to kick in at 155 mph (250 km/h).

Source: AutoTopNL / YouTube

Akrapovič made a name for itself by developing high-performance exhaust systems for motorcycles before beginning to cater to sports cars. Their latest product shows the Slovenian company is willing to branch out furthermore by introducing its first adjustable rear wing. Available for the BMW M3 G80 Sedan and M4 G82 Coupe, the aerodynamic piece is made from carbon fiber and has been lacquered before being hand-polished in the same vein as their diffusers.

The lightweight wing rests on a pair of brackets manufactured from CNC-machined aluminum and features a swan neck layout. To ensure structural stability at pivot points, Akrapovič has incorporated titanium reinforcements. These were necessary taking into consideration there are three levels of adjustability.

Combining carbon with titanium means the rear wing benefits from increased durability since it has better resistance to galvanic corrosion. The latter material was also used for the bolts connecting the wing to the two brackets. As for the design, it was optimized using computational fluid dynamics (CFD) to maximize stability at high speeds by increasing downforce at the back of the M3/M4.

Mind you, Akrapovič’s wing is manually adjustable, meaning the owner must choose the preferred angle before driving. A small lip at the trailing edge of the wing (aka a Gurney flap) has been installed, while each side has a subtle monochrome logo of the company. Details regarding availability and pricing are available at dealers.

BMW also offers its very own optional rear wing (or small spoiler) for the M3 and M4 through its extensive catalog of M Performance Parts. In addition, the M4 CSL got an integrated rear spoiler akin to the M3 CSL E46 while the ultra-exclusive 3.0 CSL is fitted with a large tail wing à la Batmobile with enclosed sides to pay tribute to the original Coupe Sport Lightweight from the E9 era.

Source: Akrapovic

You are spoiled for choice when it comes to buying an M4 since there’s an extensive list of customization options. Aside from choosing between rear- or all-wheel drive, manual or automatic transmission, and from the standard or Competition version, BMW offers numerous ways to spice up your sports coupe. Customers willing to splurge on their next purchase might get some inspiration from a new official build created for the 2022 Essen Motor Show.

It’s based on the M4 Competition without xDrive and stands out courtesy of its Individual paint. BMW decided to go with Purple Silk and combine it with a carbon fiber roof complemented by several M Performance Parts. Notable upgrades include the optional 1000 M wheels with ceramic brakes featuring gold calipers, front canards, and a carbon fiber rear wing.

Since we mentioned carbon fiber, it’s also used for the front splitter and side skirt attachments, as well as for the shark fin antenna, fuel filler gas cap, and the ornament surrounding the M4 badge on the front fenders. At the back, the centrally mounted stacked tips are part of the optional exhaust system that shaves off about 5 kilograms (11 pounds) compared to the standard setup and comes with flap control. M-branded valve stem caps round off the changes on the outside.

The M4 Competition Coupe for Essen also happens to have a few upgrades on the inside where the shift paddles are made from carbon fiber. In addition, the central armrest has been covered in Alcantara with contrasting stitching by using the three M colors. Other niceties include the carbon bucket seats, M door pins, and M Performance branding for the door sills bathed in carbon, which has also been used extensively for the dashboard and steering wheel.

The high-spec M4 shares the spotlight in Essen with a 2023 M2 also generously equipped with M Performance Parts. Other cars prepared by BMW for the show include the M240i, M3 Touring, i4 M50, and an M135i in Urban Green. The MotoGP Safety Car version of the M division’s super wagon is also attending the show.

Source: BMW

While we’re patiently waiting for the M135i to receive a Life Cycle Impulse, BMW is revisiting the current hot hatch for a fully loaded version exhibited at the 2022 Essen Motor Show. The most potent 1 Series available has received the full array of M Performance Parts to complement the new M2 and M3 Touring, which are both displayed at the show with their respective M add-ons.

Finished in Urban Green, the M135i xDrive has been available with M Performance Parts since its launch back in mid-2019. BMW fitted the range-topping 1er with 18-inch forged wheels in matte Jet Black and a Y-spoke design (554M) for which you can get matching wheel bags for storage and transportation. It might be the company’s entry-level car, but even the 1 Series can get carbon fiber for the side mirror caps, rear diffuser, and exhaust tip finisher.

Standout features include the front canards and splitter along with the rear spoiler. That kidney grille with a mesh pattern can be had as a retrofit to give the M135i a sportier look. The showcar for Essen also received the BMW Motorsport classic emblems as a nod to the M division’s 50^th anniversary in 2022. As a finishing touch on the outside, the “M135i” badge has been blacked out.

Much like the two M cars we mentioned in the beginning, there are numerous M Performance extras on the inside where BMW fitted the car with a combination of Alcantara, carbon fiber, and leather. Take for example the shift paddles, finished in carbon fiber, which has also been used for the steering wheel’s trim. Velvet velour floor mats are also available at an additional cost.

Well ahead of its LCI arriving in 2023, BMW updated the M135i a little over a year ago when it optimized the suspension by recalibrating the springs and dampers. At that time, the feisty compact hatch also received new paint jobs, including two Individual hues: Frozen Orange Metallic and Frozen Pure Grey. Next year’s update will come with quad exhaust tips, the iDrive 8, and a slightly more powerful version of the B48 engine.

Source: BMW